Automatic steam and air pipe coupling.



PATENTED MAR. 12, 1907.

4sninTs-snnnr 1.

No. 847,288. Y

J. E; MARBLE. v

AUTOMATIC STEAM AND AIR PIPE COUPLING. AI"PLIOATION I ILBD JA N. 2,1907.

NWN mag Qtfozmugl- No. 847,288. PATBNTED MAR. 12, 1908 J. B. MARBLE. v

, AUTOMATIC STEAM AND AIR PIPE COUPLING.

APPLIOATION FILED JAN.2, 1907.

4 SHEETB-SHEET 2.

-N -.a4'7 .,2ss. PATENTED MAR.,12, 1907.

' E. MARBLE. v AUTOMATIC STEAM AND AIR PIPE COUPLING.

APPLICATION FILED JAN. 2, 1907.

its

qairto the several Ca-TS.

I and showing my improved tram-pipe coupler ss- ,f'u 'seful Improvements in Automatic Steam g invention. relates to certain new and useful improvements n the construction and E particular train-pipe system, but are intend- ,ed for employment wherever they may be separately or collectively used to advantage.

.9. seat for the rear end of UNITED SHE-YFES PATEN OF ICE.

iAirn-s E. MARBLE, or ALBANY, NEW YORK, ASSIGJNORIOF ONE-THIRD T0 JOHN J. LAYDEN, or ALBANY, NEW YORK.

AUTOMATIC STEAIFLAND AIR PIPEGOUPLING.

f No. 847,288.

Specification of Letters Patent.

Application fil d January 2,1907. Serial No. 350,459,

T0 IIIZIZ whomit 1114.1. calmer-71 :.Be it known that 1,.JAMES E; MARBLE, a citizen of. the United States, residing at Ali bany, in-the county of Albany and State of 'fNew York, have invented certain new and and AirPipe' Couplers; and I do hereby de- E clare the following to be a full, clear, and eX- act description Qt-the invention; such'as will g enable others skilled in the art to which it? ,appertams to make and use the same.

suspension of automatic couplers for connectmg the fluid-conducting pipes of railwaytrains -as, for instance, the pipes'emv is journaled to swing in'a horizontal plane within the other, the outer one being TH:-

.to supply the usual heating-coils of the train 3 and havingseparate air-conduits for the brake-cylinders and signals, respectively; a but it will be understood that the features of novelty claimed are not restricted to any In the accompanying drawings, Figure 1 represents in front elevation the end parts of a assenger-(zar and its forward truck pro-' vide with draft-gear of any suitable type ed to carry the contactgasket in the orward j --f ace of the coupler.

Fig. 5 is a front eleva- 3 tion of the rear end late of the coupler, and Fig. 6 is a section '01 the same on the line 6 6 1 of3Fig. 5. Fig. 7 is a vertical central section cf. the coupler-head on an enlarged scale. Fig. 8 is an elevation of the rear head of the coupler, showing the supporting-rings and i trunnions forming a universal joint. Fig. 9 is 'a front elevation of a rin adapted to form I tie bushing in the "coupler-head, and" Fig. 10 is. a section of the 'sameon the line 10 10 of Fig. 9.

l coupler directly beneat Similar letters of reference indicate similar parts throughout the several views.

The coupler here referred to is of the same general nature as the couplers disclosed in my prior patents, Nos. 491,291, 692,521,

592,522, and 592,523.

The coupling members on are designed to be homologous counterparts of each other and are suspended in like man-' ner. Each is provided with a coupling-head A, cored out to form passages with which the steam and air pipes register, as shown in Fig.

7-, and a protecting tube or casing B, secured to the underside of the car-body by a gimbal or universal joint consisting of two concentric rings D and D, (see Fig. 8,) one of which naled toswing in a vertical plane. Three pipes 0, c and 6 forming parts of the steam connections, the air-brake connections, and

the air-signal connections, respectively, are screwed into the inner ends of the cored openings c, c'-'., and c of" the coupler-head, as

' shown in Fig. 7, and they extend through the protecting-casing B and througlrthe end plate P in the rear endoi the coupler, as

shown in Fig. 8. Here they make connection with the fleirible connecting-tubes, as shown i in Figs. 1 and'2.

ler-head is provided with guide-flanges to 1n- The front end of the coupsure a proper'registering of the couplers, and the cored openings in the coupler-head ter minate at the forward part in the cylindrical chambers of different diameters, as illustrated in Fig. 7.- VVithin these cylindrical chambers are fitted the bushings n, oi bronze or similar non-corrodible material, within which are supported thecontact-nipples n.

adjacent cars- Patented March 12, 1907. v

The general character of these parts is similarto that disclosed in my. earlier patents referred to and willbe readlly understood from an inspection of the drawings. It has heretofore been customary, as illustrated in those patents, to sus end the automatic l ithe draft-rigging. by means of stiff springs secured tothe couplers by turnbuckles and hung directly from the under side of the car-body. These springs have sufiicient flexibility to allow the rnovement of the coupler-heads and "supports in both a vertical and horizontal plane as they.

turn ontheir universal bearings when they are brought into registering position. I have found, however, that this mode of suspension is not entirely satisfactory when. the

on vcarsof modern construction are coupled proved construction "for suspending the couplers is illustrated in'Figs. 1 and 2, from whichit will be observed that instead of hangin the suspending-springs fi'om neath-t 1e car-body'directly the connection is extended back to the end'piece E of the truck-fifame side of the car-body, and are attached at their other ends to rods extending backward r that ofthe car-body, and juxtaposed endsof the couplers on abutting cars are brought more exactly into 'alinement on curves. .So" far as I amaware it is broadly new. to pro- "Vide means for suspending the couplerrnerm.

hers from the earl-hotly by-means'of a univer :-''however, that there is a tendency for the err the car-body, ,and Idesire myj'broadclaims. upon the means for'ob tainingthis characterv istic function to receiweacorrespondingly- 7 bread interpretation .In the. earlierf'con struction of these couplers the trunnions Z) oi"- the outer'ring D of" the gimhal iorfuniversalj joint have been mounted in: elongated bear ings orslots infa hanger'coniposed of the" cheek-pieces F, depending from the under toward; the forward 'end piece of-the truckframe and secured thereto by the turnbuckles 1' By this construction the direction of the coupler follows that of the truck rather than sal joint and at the {same time to se' lconnect them with the truck-frame that they follow the direction of the truck rather than that or side 01 the jejar body, the purpose of these elongated bearings being to allo'wa limited tilting of the coupler on-curves, as-is fully explained-in 'myPatentJNOQ 592,522." I have found however, "that there is a tendency for,

the couplers to stick intheupper ends of the ,bearings instead ofreturning-to the lower A ends, this detracting-from the exact regisiioupler-headbetween the steam-pipe, which,

tration of the couplers When' two cars are brought together. To avoid this, I give to the slot supporting the trunnions b 'a'rear- 'ward inclination from the top to bottom, as

illustrated in Fig. 3, sothatthe trunnions may be forced to the lower end of thebear ings-by the spring F, which'is interposed be tween the coupler-head and the universal j oint: l

' the earlier formsof coupler, as illus- {part cularly in Patent No. 592,523, an

trate'd een cored out through the is lowermo st}of the thr'ee' pipes, and the two i'lfpipes' above it, the-object oflthis openlng being to allow thejfre'e'circulation of air to .on or carried around. curves. My im-v afford a heat ,insulation and prevent the heat of the steaniepipe'trom affecting the nipples of the air-pipes. In mypresent construction. I,prov-ide an enlarged opening Z, as indicated in Figs. '1, 7, and 8, and instead'of'support 7ev ing-the rear ends or the steam and air pipes- 'by' a solid, plate closing the rear endof t he' protecting-casing B, as has heretofore been J-j' customary, Ijuse an open plate orgskeleton" P, as shown in Figs 5,. 6, and 8, thus allow-' 7 5;; ing a blowing .01 theairthrough the openingin the coupler-head and the protecting+casing as the cars move.

/ In order to secure a tight connection of they train-pipes where they'contactfwith one anf-l 80 other at the ends of two-abutting cars,;I- .havej' F heretofore provided gaskets n", n1oving, -in bushings n in:thefcoupler head, and in order to prevent leakagev around the gaskets-within the bushings; .have fp"rovided the expanders' B g? o? between the-inner beveled end of the gas kets andv their'spring to? nd in order-to'fprie-j vent the hatching. Jgasket in gthe ree duped. opening in t bu whe the gas-. Z jket is'expanded bypressnreagainsl 'thecor Y 1 responding gasket on the; abutting car; [have "c oy'ered the reduced"portionyot the} gasket ;Withla shell or cap ur, of metal, 'as'fully dejy'scribed in ny Patent Noj. 592,523." Iffind,

. larged portion of the gasket under the action ofjthe expander to stick even' in the b'ushing m'ade'of non-corrodiblematerial and that the forcing of the gasket to its forward position;

by its spring is thereby-prevented. i To overcome this difficulty, I have resorted to a con; .struction which is illustrated in Figs. 4 and? and which comprises a ring a, of some anti friction material, such as lead or Babbitt metal, which is cast into theinne'r face of the ,165 bushing n through thellele 0, provided :for that purpose, and this bushing should preferably he of sufficient extent to cover the entire range of movement of the gasket n,

4 In order to make a tight joint between the inner end of the bushing n and the shoulder in the head at' the rear end of the enlarged portion of the-cylindrical chamber, I have heretofore placed between that shoulder and the inner end of the bushing an annular ring -of a relativelysoft material, such as lead or 'soft copper; but I find'that under the pres sure of: the gasket when it is. screwedjnto place the jinner'edge ofthisring tends toprm je ct into thepath of movement of the spring. .10, thus preventing a proper functioning of 7 all the parts, and, moreover, when the gasket is removed the annular'ring drops out 11- place. In order'to overcome'these difllcuh ties, I provide an annular countersunk recess 1 '2 m in the shoulder referred to, and-into this recess I force an annularrin m (see Figs. 9 and 10.) of a relatively softn'iaterial, suchas .copper or lead, and havingaybeveled outer face, so that'the bushing 12 when it is screwed 1, 5

into place contacts with the highest point of the bevel and'makes a tight joint therewith,

and at the same time the recess in the shoul der prevents the projection of the soft annular ring'into' the path of the spring and also.

holds the ring in place when the bushing is removed.

In the construction of the bushingsn" it has heretofore been customary to make the bushings of the steam-p1pe and the air-brake pipe ot the same diameter, and the bushing of the air signal-pipe has been made of smaller diameter. When it is desired to re. move these bushings, the two prongs of a forked wrench are inserted in the recesses 0 to, turn and unscrew the bushings, and for this purpose it has been necessary to use different wrenches or the two ends of a doubleended wrench to remove the three bushings. It will beunderstood that the train-pipes for the different fluids have been of different sizes, thus necessitating the different sizes of gaskets, and the size of the bushing has heretot'ore been regulatedby the size'of the gas ket. In the present construction each bushing with the retaining-shoulder to hold the gasket in the manner which has heretofore been practiced, and I make the internal diameter of eachbushing acc'omntodate the desired size of gasket but in order to make it possible to use a single wrench on the' three bushings I make the diameters of .the forward ends' of the three bushings the same and space-the recesses 0 the same dis tance apart in all three cases In order to avoid waste of the bronze or other material of which the bushing is made, Ipreferably cut away the bushing as it extends back into the coupler-head in the case of the air-pipe 2'. In a railway-vehicle, the combination with a coupler, of a support therefor depending from the under side of the vehicle-body and including a universal joint, and connections extending from the forward end of the coupler to the forward end piece of the vehicle-truck frame, whereby the coupler follows the direction of the truck rather than that of the vehicle-body, substantially as described 3. In a railway-vehicle, the combination with a' con ler, of a support therefor depend ing from t e .under side of the vehicle-body and including a'universal joint, flexible connectors secured at one endto the forward end ofth fcoupler, han ers de ending'from the fvelil'ielesbody throng whic .the flexible con,-

scribed. I i I 4. In a rallway-vehicle, the comblnatlon,

provide nectors freelypass, andcofmections between the other ends of'the flexible connectors-and the vehicle-truck frame,'whemel' y the colipler follows the direction of the truck rather than i that of the vehicle-body, substantially as de- With a coupler, of a support therefor depending from the-under side of the vehiclebody and including a universal joint,-flxible connectors secured at one end to thecoupler head, sheaves depending from the vehicle;

body through which the flexible connectors freely pass, connections between the other ends of theflex'ible connectors and the forward end piece ofthe vehicleetruck-rf'rame,

and springs interposed in the flexible connec tors between the 'coupler he ad and the 'sheaves, whereby the coupler-head follows.

the direction of the truck rather than that of the vehicle-body, substantially as described. The combination with a coupler, of a hanger provided with a gimbal supporting said coupler, said gimb al being loose-1y journaled in elongated bearings, and yielding means tending to positively force the trunnions of saidgimbal to the lower extremities of said bearings, substantially as described.

' 6. The combinationxwith a coupler, of a hanger provided with. a gimbal supporting said coupler, said gnnbal bemgloos'ely ourna'led in elongated bearings nclined rearwardly from top to bottom, and a spring interposed between the coupler-headand the gimbal to yieldingly force the trun'nions of said gimbal to the lower extremitiesof'the bearings, substantially as described. I

7. A coupler for train-pipes provided with a head having ports or channels, air and steam pipes connected to said ports and channels, an incasi'ng tube for the pipes, an open ing in said head cored out between the steam port and the adjacent air-port, and an open or skeleton head-in the rear end of thedncasing tube supporting said pipes, substantially.

as described. a. 4

8'. A coupler-head fluid-outlet port,,having therein a shouldered bushing, .a corr'e; spending shouldered springl seated holl'ow gasket of elastic material fitting within the bushing, and-a ring of antifriction material on the inner surfaceof said bushin in posi- 'tion to contact with said gasket; uring itsmovement substantially as. described.

9 A coupler head fluid-outlet port having therein a shouldered bushing, a corresponding shouldered spring-seated hollowgasket of elastic material fitting within the bushing, and a lining'ofantifri'ction material for said bushing extendin throughout the range of movement of sai gasket, substan tially as described."

10. A oouplerehead fluid-outlet port. having therein a shouldered bushing, a cone-:- vsponding shoulderedspring rkseated hollow I therein a port terminating gasket of elastic male a1 fitting within the bushing,- a lming of antifriction material for 1 saldbushing extending throughout the range of movement of said gasket, and an expander,

between the-gasket. and its: spring, substan- 'described; P

1 "Ij A coupler-head for train-pipes having ""enlarged portion, a gasket in said bushing, a:

- springon which the gasket is seated and having a rangeof movement Within the reduced portion of the cylindrical chamber and the bushing, an annular countersunk recess in the shoulder between the reduced and ,enlar ed portions of the cylindrical chamber, an an annular. ring set in said recess and en ga ing the inner end of the bushing, substantia ly as described. i 13. A coupler-head for train-pipes havin thereina port" terminating in a cylindrical chamber having an'enlarged portion at its forward end, ashouldered bushing in said enlarged portion, a-gasket in said. bushing, a'n expander engaging the rear end of'said gasket, a spring between the. ex arider and the rear end of the cylindrical c amber, an

annular-countersunk recess in the shoulder between the reduced and enlarged portions of the cylindrical chamber, and an annular ring set in said rec'ess-andhaving abeveled I outer face enga ing the inner end of the-bush the several bushings differing with respect to one 'anotherto accommodate different-sized contact-gaskets, substantially as described.

In testimony whereof I aflix my signature in presence of two Witnesses. f JAMES MARBLE; Witnesses i JAMES J.'PARREN, SARA RLMARA 

